Lorna Woods,
Professor of Internet Law, University of Essex
Case C-434/15 Asociación
Profesional Elite Taxi v. Uber Systems Spain SL, Opinion of the Advocate
General, 11 May 2017
This case is the first before the
Court of Justice specifically on the sharing economy and the extent to which
coordination via platform should be treated as removing unnecessary red-tape,
or as seeking to avoid regulation in the public interest (in the form of concerns
about passenger safety) as well as permitting unfair competition. While the Commission seems in favour of the
(unequal) sharing economy, Advocate General Szpunar sees the position a little
differently.
FACTS
Spanish law envisaged that taxi
firms, and transport intermediaries, should hold a licence. Asociación Profesional Elite Taxi (APET)
sought to challenge the use Uberpop, an app which allows non-professional
private drivers to transport passengers using the drivers’ own cars, where
neither Uber nor the drivers have the requisite licences. Passenger users download the app from Uber
and provide their bank details to Uber.
On receiving a request for a car, the app notifies drivers and
calculates the fare (this latter based on distance but also demand for taxi
services at that time). The payment is
made to Uber, which deducts a percentage and then pays the remainder to the
driver. To use the app as a driver, an
individual must comply with Uber’s terms and conditions. APET sought a cease
and desist order and a prohibition of future similar behaviour on the basis of
unfair competition. Uber resisted APET’s
claims on the basis that it was not providing transport/taxi services but was
rather a digital intermediary.
QUESTION REFERRED
The national court referred the
questions of how to classify Uber’s services to the Court of Justice. The
answer would affect with EU derived legal regime would be applied to Uber, with
the corollary that the State’s freedom to impose licensing requirements would
correspondingly vary depending on which regime was held to be applicable. In essence, the question was whether Uber
fell within the provisions of the e-Commerce
Directive (Directive 2000/31) as an information society service provider,
or whether the Services
Directive (Directive 2006/123) or the TFEU itself applied in this
context. Here, there is a distinction
between a service general and a service in the field of transportation.
OPINION
The first phase of the opinion
comprises some general remarks about the significance of the ruling and the
impact of different types of competence on the outcome. The Advocate General also assumed that the
respondent in the case should be the Dutch company (Uber BV), which operates
the app in the EU, rather than the Spanish company, Uber Spain, which is
responsible for advertising.
The Advocate-General then moved
on to consider the scope of the e-Commerce Directive, specifically the meaning
of ‘information society services’ as defined in Article 2(a) of that Directive by
reference to Article 1(2) of Directive
98/34 (the Directive on notifying new technical barriers to trade). Under
Article 1(2), an information society must be a service provided for
remuneration, at a distance, by electronic means and at the individual request
of a recipient. In the view of the Advocate-General, the questions of whether
there is a service provided for remuneration and at individual request appeared
unproblematic [para 27], but questions arose as to the test of whether the
service is provided at a distance by electronic means. In the eyes of the Advocate General the
problem related to the fact that what was in issue was a ‘composite service’
[para 28].
The Advocate-General emphasised
that the definition concerned services “’entirely
transmitted, conveyed and received by wire, by radio, by optical means or by
other electromagnetic means’” [para 29, quoting 2nd indent of 2nd subparagraph
of Article 1(2), Directive 98/34, emphasis in Opinion]. So, services not delivered by electronic means
did not fall within the scope of the e-Commerce Directive; services which were
incidental to such services would likewise not be liberalised by the e-Commerce
Directive. Assuming that they did would undermine the perceived effectiveness
of EU law [para 31]. Thus:
… an
interpretation of the notion of information society services which brings
online activities with no self-standing economic value within its scope would
be ineffective in terms of the attainment of the objective pursued by Directive
2000/31. [para 32]
The Advocate General suggested
that a composite service would be treated as an information society service in
two circumstances:
-
where the two elements could be seen as
economically independent of one another they would be treated separately for
regulatory purposes – the electronic element likely falling with the eCommerce
Directive; and
-
where the service provided was substantially or predominantly
provided by electronic means.
A common example of the first
case would be a three party situation where an intermediary service provider
facilitates a transaction between a user and an independent service
provider/seller. While the intermediary
provides added value, the trader here pursues an independent business. In a two party situation – where the
intermediary provider is also the provider of a service not provided by
electronic means, the two elements cannot be seen as separable; rather, they
‘form an inseparable whole’ [para 35].
In that instance, it will be
necessary to see if the composite service falls within the second category;
that is, whether the bundle falls within the eCommerce Directive or outside it.
For determining the answer to this second question, the key element is where
the economic value lies. So where the main component is performed online that
service should be classified as an information society service (assuming the
other elements of the test are met); conversely, where it is not then the
service does not fall within the eCommerce Directive. The Advocate General,
citing Ker-Optika
(Case C-108/09) suggests that this test would be satisfied in the case of
online sales (via the seller’s own website).
Delivery of goods is ‘simply the performance of a contractual
obligation’ [para 36].
Applying these tests here, the
Advocate General noted that Uber provided more than a matching service of
passengers to taxi drivers. It sets down the essential characteristics of the
service to be provided (eg quality and age of vehicle; drivers to have licences
and no criminal record), it informs drivers where and when there are likely to
be a high volume of trips and/or preferential fares, and it sets the prices. Uber maintains indirect control over drivers
through its ratings function. Thus, in
the view of the Advocate General,
‘… Uber exerts
control over all the relevant aspects of an urban transport service …. (…) Uber therefore controls the economically
significant aspects of the transport service offered through its platform’
[para 51].
While the Advocate General sought to
distinguish this case from the cases concerning whether drivers are employees
of Uber, on the basis of this indirect control the Advocate General concluded
that:
‘Uber’s activity comprises a single supply of
transport in a vehicle located and booked by means of the smartphone
application and this service is provided, from an economic standpoint,
[citations omitted] by Uber or on its behalf’ [para 53].
The Advocate General sought to
distinguish the activity of Uber from intermediary services on the basis that
Uber drivers do not carry out an independent activity. Instead, their activity
exists solely because of the existence of the platform. By contrast, flight or hotel booking systems
are separate from the independent services operated by the hotels and airlines
and for whom the websites are just one mechanism of advertising their services.
Furthermore, it is the hotels and airlines which control the prices and the
conditions on which their services are offered. Finally, a choice is offered to
the user between hotels/airlines.
In opposition to the Commission’s
views on the sharing economy, the Advocate General did not think that the fact
that Uber did not own the cars was determinative. Uber is more than a ‘mere
taxi booking application’ [para 64].
Because of the extent of the innovation on the transport sector caused
by the way the apps links drivers and passenger and the conditions on which it
does this, ‘it is undoubtedly the supply of transport which is the main supply
and which gives the services the economic meaning’ [para 64]. The supply of connection services is
ancillary to this.
Having determined that Uber’s
services do not fall within the eCommerce Directive, the Advocate General considered
the Services Directive: Article 2(2)(d) specifies that the Services Directive
does not apply to transport services.
The Advocate General confirmed that Uber’s taxi services were transport
services in the context of Article 2(2)(d) Services Directive as recital 21
refers to ‘urban transport [and] taxis’ [cited para 68]. The service likewise falls within the
exception to the Treaty rules on free movement of services (Article 58(1) TFEU)
and therefore subject to the specific transport sector rules in Article 90 TFEU
et seq.
The Advocate-General concluded by
considering the position should Uber’s app be deemed to fall within the
eCommerce Directive. He noted that
Member States would then be limited in terms of the conditions that they could
apply to such a service; drivers however would still be subject to any relevant
national regulation. The Advocate General argued that Uber nonetheless could be
penalised for unfair competition as ‘it is responsible not only for the supply
whereby passengers and drivers are connected with one another, but also for the
activity of those drivers’ [para 86], whether or not the booking app were seen
to be separate from the transportation service or not. The Advocate General therefore proposed that
the eCommerce Directive
‘does not
preclude requirements relating to the activity of transport in the strict sense
being established in national law or the imposition of penalties on Uber for
failing to comply with those requirements, including by means of an injunction
ordering it to discontinue the service’ [para 88].
Comment
This opinion will be grabbing the
headline news because of the headline fact that – shock, horror- Uber is a taxi
company. The reasoning used is worth a
little more attention, because our understanding of that reasoning, if the
Court of Justice follows the same lines, will affect any wider ramifications
for the ‘sharing’ economy more generally.
So while the Advocate-General starts his opinion by suggesting that the
subject matter of the case is ‘narrow’ (para 2), the repercussions are
potentially a little broader. A
recognition of this fact can be inferred by the approach of the Advocate
General to the question of scope of the eCommerce Directive and the insistence
that the eCommerce Directive regulates services that are entirely delivered by
electronic means – the emphasis is that of the Advocate General (para 29), with
the result that it cannot be said
That any
trade-related online activity, be it merely incidental, secondary or
preparatory in nature, which is not economically independent is, per se, an
information society service (para 37).
The opinion re-iterates this
point when considering the app as an information society service (see below). The
significance of this is that the eCommerce Directive cannot be used to avoid
regulation of the main service, at least to the extent that such regulation is
not a barrier to trade unacceptable to EU law more generally and as exemplified
by the Services Directive, just because some aspect of the business is on-line.
This leads to a second general point:
the Opinion is noteworthy for the way it manoeuvred the circumstances of the
case around to the twin obstacles to national regulation of the eCommerce
Directive and the Services Directive, especially given that the Commission, in
its Communication on the Collaborative Economy (COM(2016)356) seem to
view the Services Directive in particular providing a basis for such
services.
The tests identified by the
Advocate-General will not seem unusual – talking about whether the different
elements of a composite service are severable or preponderantly one thing or
another can be seen elsewhere, for example in the case of goods and services
(an example of which is given by Advocate General Szpunar in his reference to Ker-Optika, para 36), or even questions
of competence.
A couple of points can be made
here. The first is that in some of the
factors to be taken into account in determining independence, the Advocate
General comes close to eliding the question of what is the nature of the
service with the question of who is providing it. Many of the factors the
Advocate General considered reflect the Commission’s Communication from last
year. Of potentially more consequence is the impact considering as a factor the
question of whether the service would exist without the app. This can be seen by contrasting the position
of Airbnb with Uber. If we look at
control, Uber is caught because of its control over key aspects such as access
to passengers, and price (detailed in paras 43-51); on these considerations
Airbnb which does not set price might not be caught. However, if the test is
that ‘the activity exists solely because of the platform’ (para 56), for Airbnb
as for Uber, the answer might well be ‘yes’.
Of course, Uber and Airbnb are different in that transport does not fall
within the Services Directive but rather is dealt with by specific provisions
within the TFEU. Nonetheless, the
recitals to the Services Directive specify that:
it does not apply
to requirements, such as road traffic rules, rules concerning the development
or use of land, town and country planning, building standards (Rec 9),
some of which may affect the
running of hotels or B&Bs. Further, the directive does not apply to taxation
(Article 2(3)), so for example, taxes on short term lets may be unaffected by
the Services Directive (though dealt with under the TFEU).
A further point that is worthy of
note is the consequence of seeing Uber and the drivers as providing separate
services. The requirement to have a
licence to provide a connection service in the context of transportation would
fall within the scope of the eCommerce Directive and would be caught be the
prohibition on authorisations set out in Article 2(h)(i); the Advocate General
was of the opinion that is was unlikely that any restriction on the electronic
aspect of the service could be justified by considerations of public interest. The prohibition does not, however, extend to
the regulation of transport services - they are not provided by electronic
means. So the regulation of taxi
services remains possible and, as noted, Uber remains responsible for the
drivers’ activities (para 86). Arguing
Uber’s activity as whole should benefit from the liberalising principles in the
eCommerce Directive would run the risk of undercutting any form of regulation
‘because all traders are currently in a position to offer services by
electronic means….’ (para 87). Could a
similar argument be put forward in other sectors of the sharing economy? In principle, yes, but presumably only where
the platform has exerted Uber-like control over the actual provision of the
services.
Even when the Grand Chamber Court
of Justice has handed down its ruling, this will not be the end of the Uber
saga. Currently pending before the Court
is a reference from France concerning the imposition of penalties on Uber for
running an unlicensed taxi service: Case C-320/16 Criminal
Proceedings against Uber France, which raises the question of whether
France should have notified its rules as a technical regulation under Directive
98/34.
Barnard & Peers: chapter 14
Photo credit: boing boing